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(No Model.)

W. C. BAKER. HEATING APPARATUS P018 RAILWAY CARS.

No. 214,108. Patented July 12,1881.

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PATENT `tiri-CE,

WILLIAM O. BAKER, OF NEW YORK, N. Y.

VHEATING APPARATUS SPECIFICATION forming part of Letters FOR RAI LWAY-CARS.

Patent Np, 244,108, dated July 12, 1881.

o Application filed Februnryil, 1581. (No inodel.)

To all whom t may concern:

Be it known that I, WILLIAM C. BAKER, of the city and State of New York, have invented an Improvement in'Heating Apparatus for Railway-Gars, of which the following is a specication.

In heating cars by steam, especially those upon elevated railways,difliculty is experienced in getting rid of the water of condensation, so that there shall be no risk of freezing when the cars are standing still in cold weather, and so that there will always be a pressure in the steam radiators or pipes, and a sufficient circulation to drive out air, and to insure uniformity of heat throughout the train, and so that the cars can be easily coupled and uncoupled without risk of the parts becoming misplaced. If the steam is allowed to pass gradually from one radiator to another, and the water of condensation blown out slowly through a trap or otherwise, as has heretofore been done, the water in cold weather becomes chilled, and is liable to freeze and the apparatus rendered useless. With railway-cars it is necessary to heat all the cars of the train up at the same time 5 hence the steam should reach the last car almost as soon as it does the first one.

I provide an apparatus whereby the steam is blown from the boiler directly through the entire apparatus without any obstruction, and carries with it all the rst water of condensation and all the air, and fills and warms the apparatus as a whole, and after this the water of condensation is discharged freely, but through a small aperture that only allows escape of sufficient steam, in addition to the water, to insure against accumulation of water in the apparatus.

In the drawings, Figure l represents the end portions of car-platforms with the couplingtubes and my improved cock. Fig. 2 is a section, in enlarged size, through the vents of the plug of the cock. Fig. 3 is a partial horizontal section of the connections; and Fig. 4 is a diagram showing the passage ways of the cock by a transverse section of the plug, and in larger size.

The platforms a b of the railway cars or carriages are of usual character, and the steamradiators within the cars may be of any desired construction. I however prefer and use the heaters shown in my Patent No. 209,793.

It is to be understood that the steam from the locomotive-engine, or from a boiler in the baggage-car, or elsewhere, is employed to heat the cars, and that there are iiexible tubes c c between one car and the next, or other suitable j oint-connections, and that screw or other coupling connections, d e, are used between one lexibletube,I c, and that of the next car. It is also preferable to connect the radiators that are within the cars to cross-pipes, so that only one coupling is needed between one car and the next. The steam should also be supplied so as to pass into and through all the steamradiators within the cars, from the front of the train toward the back end thereof, and the outer ends of the coupling-tubes may be suspended by chains f.

At g and h, I have represented the ends of the iron tubes that pass from the radiators within the car down through the floor, and to the cocks m, that intervene between the iron pipes and the iexilble tubes.

The cocks m are each made with a plug, and

with a main steamway through the plug, at 4, so that the passage of steam will be free when this cock is opened, and there is a lateral discharge-opening, 5, in the lower part of the cock. This usually Will be about one-tenth of an inch in diameter. There is also a small hole through one side of the plug of the cock, as at 6, which hole is in line with the steam-pipe g or 71. when the cock is otherwise closed.

The metallic tubes should all incline slightly downwardly from the radiators to the cocks m, so that water cannot remain in the pipes.

It is now to be understood that when the iiexible pipes are coupled together all the cocks mx are opened wide, and the steam from the locomotive or other boiler is turned on and flows through the pipes and radiators, driving out all the air and the first water of condensation. The attendant closes the cock at the rear end of the train as soon as the steam blows through freely. All that has to be done after this is to get rid of the water of condensation. This is accomplished by the holes 5 and 6. As these remain open at the rear cock the pressure of steam will blow all the water of condensation through the pipes to the rear car, and there the IOO water will be driven out through the holes 6 and 5 in the form of a fine spray that is not in any manner detrimental either to the track, the elevated structure, or to persons beneathvthe same, because such water is pure and clean, and so small a quantity escapes in proportion to the distance traveled by a train that it is scarcely noticeable, and in most instances evaporates into the air.

When the end cock is closed the escape-hole is always opened, there being a stop on each plug, as at 7, to prevent the cock being turned the wrong way or too far. When the cars are not in use the couplings are to be disconnected and the cocks left open, and any water in the radiators or pipes drains out, and the apparatus is ready for use as soon as the cars are coupled together again.

The iron pipes outside the car should be incased in non-con ducting material, and the size of the escape-vent must be proportioned to the amount of water of condensation to be delivered, because the steam must always escape with the water to insure the entire freedom from water in the pipes and radiators.

By this improvement the car-radiators are always lled with steam under pressure, and no water can remain in any part of the apparatus, and the colder the weather the more rapid the condensation and the greater the supply of steam heat; hence it is only necessary to provide the proper extent of radiating surface within the cars to obtain the necessary warmth.

I do not claim a three-way or waste cock, as the same is Well known in hydrants and watersupply pipes.

I claim as my invention- The combination, with the steam-radiators, supply-tubes, and conncctionsfor heating railway-cars, of the cocks m, having the small openings 5 and 6 in the lower sides of the cock for the continuous discharge of the water of condensation when the heating apparatus is in use, substantially as set forth.

Signed by me this 28th day of January, A. D. 1881.

W. C. BAKER.

Witnesses HAROLD SERRELL, WILLIAM G. MoTT. 

